Antiskid control arrangement

ABSTRACT

There is disclosed a hydraulic control arrangement for an antiskid control system. The hydraulic control arrangement includes, in addition to known arrangements responsive to a continuously measured control value to prevent wheel lock, differently cooperating throttles and an emergency throttle for the synchronous and asynchronous control of the wheels of one axle. The throttles and emergency throttle control the build up and decrease of brake pressure in the wheel brake cylinders of the wheels of a single axle in a manner to prevent a jerky control of the brake pressure and, thus, an uncomfortable ride.

United States Patent [191 Fink et a1.

[ June 25, 1974 ANTISKID CONTROL ARRANGEMENT [75] Inventors: Werner Fink; Dieter Kircher, both of Frankfurt am Main, Germany [73] Assignee: ITT Industries Inc., New York,

22 Filed: Sept. 22, 1972 [21 App1.No.:290,293

[30] Foreign Application Priority Data Nov. 4, 1971 Germany 2154806 [52] US. Cl 303/21 F, 188/181 A [51] lntrCl B60t 8/12 [58] Field of Search 303/21, 61-63, 303/68-69, 10; 188/181 [56] References Cited 7 UNITED STATES PATENTS 3,532,391 10/1970 Klein 303/21 F 3,549,209 12/1970 Moericke 303/10 X 3,617,098 11/1971 Leiber 303/68 X 3,639,009 2/1972 Klein et al...., 303/21 F 1/1973 Michelloneet al 303/21 F 3,717,385 2/1973 Michellone et a1 303/21 F 3,719,401 3/1973 Peruglia 303/21 F 3,731,980 5/1973 Fink et a1. 303/21 F Primary Examiner-Duane A. Reger Assistant Examiner-D. C. Butler Attorney, Agent, or Firm-John T. O'Halloran; Menotti .l. Lombardi, Jr.; Alfred C. Hill [57] ABSTRACT There is disclosed a hydraulic control arrangement for an antiskid control system. The hydraulic control ar rangement includes, in addition to known arrangements responsive to a continuously measured control value to prevent wheel lock, differently cooperating throttles and an emergency throttle for the synchronous and asynchronous control of the wheels of one axle. The throttles and emergency throttle control the build up and decrease of brake pressure in the wheel brake cylinders of the wheels of a single axle in a manner to prevent a jerky control of the brake pressure and, thus, an uncomfortable ride.

5 Claims, 3 Drawing [Figures ANTISKID CONTROL l ANTISKID CONTROL BACKGROUND OI THE INVENTION The invention relates to a device for antiskid control, in particular for motor vehicles, by means of which upon an initiated braking operation the pressure in the wheel brake cylinders is cyclically reduced and reincreased depenent upon a continually measured control value produced in an electronic control signal generator coupled to the vehicle wheels by speed or deceleration detectors.

A variety of embodiments of devices of the type referred to above has been suggested.

If during a braking operation a pressure is built up in the wheel brake cylinders which is excessive with regard to the prevailing friction conditions between the road surface and the'wheel contact surface, the difference between the translational speed of the vehicle and the rotational speed of the wheel, or rather the slip of the wheel, increases and surpasses a value from whereon the friction between the road surface and the wheel willbec'ome less and less. Asa consequence the wheels lock and, hence, the stopping distance is lengthened and there is a loss in the lateral control of the vehicle. In order to prevent this dangerous situation, the pressure in the wheel brake cylinder is reduced dependent upon a control value or signal produced in an electronic control signal generator indicating the state of motion prevailing at the wheel and the pressure is reincreased when the danger of locking has passed. This operation will be repeated-during a braking as often as the wheel approaches the critical state of motionrThis will cause inconvenient jerky movements of the vehicle especially if the control is synchronous for the wheels of one axle, i.e. if the wheels of-one axle will simultaneously reach the critical range. These jerky movements will both impair the driving behavoir and lead to resonant vibrations and to high mechanical stresses on certain parts of the vehicle. The more abrupt these pressure changes are the more these undesired side effects will be noticed.

Devices are known by means of which the re-increase of the pressure is the wheel brake cylinders is effectd in a throttled manner. Up to now, however, it was not realized that the conditions during synchronous and asynchronous control of the wheels of one axle are different and that consequently both control operations must be difierently'considered.

SUMMARY OF THE INVENTION According to the present invention this object is solved in that for the purpose of synchronous and asynchronous control of the wheels of one axle differently cooperating throttles and an emergency throttle are provided for the building-up of pressure in the wheel brake cylinders of the wheels of this axle.

A feature of the present invention is the provision of a hydraulic control arrangement for an antiskid control system comprising: a. pair of wheel brake cylinders, each of the brake cylinders being associated with a different one of a pair of .wheelsof a single axle of a motor vehicle; an actuation unit; a reservoir; a pair of first arrangements, each of the first arrangements being connected to the reservoir and between a different one of the brake cylinders and the actuation unit to control brake pressure in an associated one of the brake cylinders in response to a control signal indicating the state of motion of an associated one of the pair of wheels; and a second arrangement including a plurality of throttles and an emergency throttle, the plurality of throttles and theemergency throttle being connected to each of the pair of first arrangements to smooth build up and decrease of brake pressure in the pair of brake cylinders during asynchronous and synchronous control of the brake pressure in the pair of brake cylinders by each of the pair of first arrangements.

According to another feature of the present invention an input valve is disposed in both the branches of the pressure medium lines leading to the wheel brake cylinders of one axle and an output valve is disposed in the return lines which branch off between the input valves and the wheel brake cylinders. The input valves are each followed by a throttle while an emergency throttle is connected in the common pressure medium line between the actuation unit (the master cylinder) and the bifurcation point to which the branches of the pressure medium lines leading to the wheel brake cylinders are connected.

Stillanother feature of the present invention is that the emergency throttle disposed in the common pressure medium line has a passage cross-section that ex ceeds the passage cross-sections of the throttles disposed in the branches of the pressure medium line leading to the wheel brake cylinders of the single axle, with the latter two throttles having the same size passage cross-section. The emergency throttle, for instance, has a passage diameter of 0.28 mm (millimeters) while the two throttles in the branches of the pressure medium line each have a passage diameter of 0.2 mm.

A special feature of the present invention is that the input valves in the branches of the pressure medium line leading to the wheel brake cylinders of one axle may act as throttles when they are in their open positions.

A further feature of the present invention is the provision that the return lines, each branching off between the input valves and the wheel brake cylinder, include an output valve and a throttle connected in series.

Still another further feature of the present invention is the provision of a hydraulically controllable plunger unit provided with a separating valve for volume expansion disposed in each of the pressure medium line leading to the wheel brake cylinders of one axle and an output valve and a throttle connected in series in each of the return lines proceeding from the control chambers of the plunger units. These return lines unite to form a common return line in which an emergency throttle is connected. in this arrangement the passage crosssection of the emergency throttle also exceeds the passage cross-section of the throttles which are connected in the return lines leading from the control chambers of theplunger units to said common return line with these latter two throttles having-the same size passage cross-section.

The emergency throttle exemplarily has a passage diameter of 0.28 mm while the two other throttles have a passage diameter each of 0.2mm. Also the output valves in the return lines proceeding from the control chambers of the plunger units may act as throttles when they are in their open positions.

In accordance with another feature of the present invention thecontrol lines of the plunger units connected to the actuating unit each have an input valve and a throttle connected in series.

BRIEF DESCRIPTION OF THE DRAWING FIG. 2 shows the arrangement of the present invention incorporated in an antiskid control system where the pressure in the wheel brake cylinders is controlled by means of volume expansion; and

FIG. 3 shows a diagram illustrating the curves of the pressure reduction for both synchronousand asynchronous control of the wheels of one axle.

DESCRIPTION OF THE PREFERRED EMBODIMENTS In order to understand the basic principles of the present invention, it is necessary to realize that an asynchronous control of the two wheels of one axle is of advantage and desirable with respect to overcoming the above-mentioned difficulties. If the wheels of one axle are controlled in an asynchronous manner each time, only an amount of pressure medium will be displaced which corresponds to the absorbing capacity inherent in the wheel brake cylinders of one wheelbrake. Consequently, the forces ensuing are smaller than those ensuing from a synchronous control of the wheels where the amount of pressure medium displaced corresponds to the absorbing capacity of the wheel brake cylinders of the two wheel brakes. Indeed, in practice, the frictional conditions for the wheels of one axle will often be different so that the wheels will not enter the critical range of the control value at the same time and the pressure medium variations and the force transmission will not surpass the permissible limit under the provisions which usually are made anyway.

The present invention provides additional devices which will dampen the force transmission absolutely only in case both wheels of one axle reach the critical state of motion and a synchronous control results.

FIG. 1 shows an inventive system for the wheels of but one axle where, in order to prevent locking of the wheels, the pressure in the wheel brake cylinders is controlled by pressure medium removal and new pressure medium supply effected by input and output valves which are controllable in accordance with a control value or signal for each wheel of a single axle indicating the state of motion of the associated wheel as produced by a known electronic control signal generating circuit A having as its input an output from a speed or detector or sensor B associated with each wheel of the single axle.

The pressure medium lines 2 and 3 of the front-axle circuit and of the-rear-axle circuit proceed from the actuation unit (master cylinder) 1 of the brake system. As already mentioned, the illustration shows the inventive arrangement for one axle only. The pressure medium line 3 branches off at bifurcation point 4 and leads to the wheel brake cylinders 5 and 6 of the two wheels of the rear-axle. In the pressure-mediumline sections between bifurcation point 4 and wheel brake cylinders 5 and 6 is connected an input valve 7 and 8, respectively. Input valves 7 and 8 are opened in their rest positions. Return lines 9 and 10 in which output valves 11 and 12 are connected, respectively, which in their rest positions are closed, lead from the respective line sections between input valves 7 and 8 and wheel brake cylinders 5 and 6 to the storage tank or reservoir 13 from where a return pump 20 will deliver the pressure medium to brake actuation unit 1. Before the input valves 7 and 8, fluid filters 14 and 15 are connected in the pressure medium line and further fluid filters 16 and 17 are connected beyond the bifurcation of return lines 9 and 10. In the return lines 9 and 10, before the respective output valves 11 and 12, there is also provided fluid filter 18 and 19.

According to the present invention, in order to overcome the difficulties mentioned above, the two input valves 7 and 8 areeach followed by a suitably dimensioned throttle 21 and 22, respectively, for damping the building-up of pressure in wheel brake cylinders 5 and 6 of the two wheels from the actuation unit 1. Throttles 21 and 22 are adapted to the absorbing capacity of each of the associated wheel brake cylinders and prevent too abrupt an application of the braking linings. In addition, in pressure medium line 3, between actuation unit 1 and bifurcation point 4, an emergency throttle 23 is advantageously connected in series with a fluid filter 24. Emergency throttle 23 has a larger passage cross-section than the two throttles 21 and 22 connected in the branch lines leading to wheel cylinders 5 and 6. For example, throttles 21 and 22 each have a passage diameter of 0.2 mm may be connected in the branch lines while in common pressure medium line 3 an emergency throttle may be connected which is provided with a passage diameter of 0.28 mm. The undesired jerky movements and vibrations are essentially caused and influenced by the total amount of pressure medium displaced per time unit. According to needs, this total amount of pressure medium displaced per time unit will now be limited by emergency throttle 23.

If the pressure is synchronously built up in the wheel brake cylinders 5 and 6 of the two wheels of one axle, common emergency throttle 23 with the larger passage cross-section determines the pressure increase in wheel brake cylinders 5 and 6. Throttles 21 and 22 behind input valves 7 and 8 in the branches of common pressure medium line 3 leading to wheel brake cylinders 5 and 6 will not become effective at all since the emergency throttle in the common pressure medium line 3 has the effect that only a reduced total amount of pressure medium may be displaced per time unit beyond bifurcation point 4, this reduced total amount of pres sure medium being circulated in equal parts to wheel brake cylinders 5 and 6 of the two wheels without any influence by throttles 21 and 22.

Thus, in the event of synchronous build up of pressure in wheel brake cylinders 5 and 6 of one axle emergency throttle 23 provides a smooth course of pressure increase (see Curve s, FIG. 3) and, hence, a soft application of the brake linings. The total amount of pressure medium displaced per time unit will be kept constant by means of emergency throttle 23 which is no detriment to comfortable driving. When one of the wheels approaches the critical range of the control value, the respective input valve 7 or 8 and the respective output valve 11 or 12 will be actuated and the pressure medium will expand from thebrake line section hydraulically separated from the remaining brake line by the closed input valve 7 or 8 through the return line 9 or 10, through the opened output valve 11 01-12 and possibly through a throttle or 26 to storage tank 13. Throttles 25 and 26 connected in the return lines have a wide enough passage crosssection with respect to the absorbing capacity of the wheel brake cylinders 5 and 6 of the respective wheel in order to safeguard a fast pressure reduction in the event of wheel locking danger.

If, due to different frictional conditions between the road surface and the wheel contact surface of the wheels of one axle, the pressure has been reduced because of locking danger in one wheel brake cylinder 5 or 6 of one wheel "only and if this wheel has regained a certain speed, after the return of the input and output valves into their rest positions, it will be only this wheel which for the purpose of terminatingthe control cycle will have to be braked anew. Thus, the control will be asynchronous. Since emergency throttle 23 with the larger passage cross-section will not hinder the passage of the amount of pressure medium corresponding to the absorbing capacity of the wheel brake cylinders of one caliper, the course of pressure increase will now be determined by throttle 21 or 22 connected behind input valve 7 and 8 while emergencythrottle 23 will have no effect.

Since during asynchronous build up of pressure it is only the amount of pressure medium corresponding to the absorbing capacity of the wheel-brake cylinders of one caliper that is to be displaced, a faster pressure increase in these wheel brake cylinders is possible (see Curve a, FIG. 3). This pressure increase is determined by throttle 21 or 22 connected in series with the respective input valve 7 or 8 only.

FIG. 2 shows another embodiment of the present invention in connection with an antiskid control system where the pressure in the wheel brake cylinders is controlled by a change in volume in the brake line section connected with the wheel brake cylinders.

Tee pressure medium lines 31 and 32 lead from the actuation unit to the front and rear axles. The drawing illustrates the further arrangement of the present invention for one axle only. At bifurcation point 33 pressure medium line 31 branches off 'to the wheel brake cylinders 34 and 35 of the wheels of this axle. In each of two pressure medium line branches 36 and 37 of the pressure medium line 31 there is connected a spring-loaded plunger unit 38, 39 and a mechanically or hydraulically operable separating valve 40, 41. Separating valves 40 and 41 are open in their rest positions. Before separating valves 40 and 41 and behind plunger units 38 and 39 in branches 36 and 37, there are provided fluid filters 42, 43, 44 and 45. Suitably dimensioned throttles 46 and 47 are also advantageously provided for the normal build up of pressure. The front surfaces of the plungers of units 38 and 39 are designed as stepped pistons defining chambers 48 and 49 which are permanently connected with wheel brake cylinders 34 and 35 by means of the respective branches 36 and 37 of the pressure medium line. As illustrated the 6 plungers are hydraulically controlledand displaceable against the force of a spring by which they are stressed. In addition chambers 50 and 51 containing the annular surfaces serving as application surfaces are connected with an accumulator 54 via input valves 52 and 53 closed in the rest position. Two output valves 55 and 56, open in thier rest positions, connect annular chambers SO and 51 via throttles 57 and 58 with storage tank 59. After having passed output 55 and 56 and throttles 57 and 58, the two return lines coming from annular chambers 50 and 51 of the two plunger units unite to form a common return line 60. In return line 60 an emergency throttle 61 is connected in series with a fluid filter 62. In addition, in return line 60, a nonretum valve 63 is connected which opens towards storage tank 59.

During a normal build up of pressure in the wheel brake cylinders 34 and 35 from actuation unit 30 at the beginning of a braking operation, the pressure supplied circulates through separating valves 40 and 41, which in the rest position are open, and through chambers 48 and49 situated before the front surfaces of the plurig ers and through throttles 46 and 47 to the wheel brake cylinders 34, 35. If only one of the two wheels comes into the critical state of motion, i.e., if asynchronous control will be necessary, actuation signals of the input valve and of the output valve for the control of the plunger of the respective wheel will be emitted. Thus, for example, output valve 56 will close and input valve 52 will open. The annular surface in chamber 50 of plunger unit 38 will be applied with accumulator pressure and will be displaced against the force of a spring. In doing so, separating valve 40 will close and chamber 48 connected with wheel brake cylinder 34 will enlarge so that the pressure medium in branch line 36 may expand. Throttle 64 provided between control chamber 50 and input valve 52 is sufficiently dimensioned to enable a fast pressure reduction. After the wheel has regained its speed, input valve 52 and output valve 56 will be returned into the rest position. For the purpose of a new build up of pressure, the force of the spring will cause the plunger of plunger unit 38 to return to its initial position and separating valve 40 will open. During this movement of the plunger of unit 38 displaces the pressure medium from control chamber 50, the pressure medium escaping through output valve 56, throttle 58, emergency throttle 61 and through non-retum valve 63 into storage tank 59. Since during asynchronous control only the amount of pressure medium contained in the control chamber of a plunger unit is to be discharged, its discharging speed is throttled by a throttle 58 (or 57) which has a smaller passage cross-section than the emergency throttle 61. Thus, emergency throttle 61 remaining without effect and allow an unhindered passage of the pressure medium discharged from the plunger unit which is throttled only by one of the throttles 58 or 57. A build up of pressure in the wheel brake cylinders according to Curve a, FIG. 3 is the result. Thus, during asynchronous control one of the throttles 58 or 57 will determine the amount of pressure medium displaced per time unit.

In the event of synchronous control of the wheels of one axle, input valves 52 and 53 and output valves 55 and 56 of two plunger units 38 and 39 will be simultaneously actuated and both plungers will be simultaneously displaced by the pressure from accumulator 54 against the force of the springs. The pressure medium storage tank 59. In this way, the plungers will return into the initial positions in a retarded manner and a gradual build up of pressure in wheel brake cylinders 34 and 35 and, hence, a dampened application of pressure to the brakes will be achieved (see Curve s, FIG.

Thus, jerky movements and resonant vibrations in the vehicle will be widely eliminated and the driving behavior is improved.

While we have described above the principles of our invention in connection with specific apparatus it is to be clearly understood that this description is made only by way of example and not as a limitation to the scope of our invention as setforth in the objects thereof and in the accompanying claims.

We claim:

1. A hydraulic control arrangement for an antiskid control system comprising:

a pair of wheel brake cylinders, each of said brake cylinders being associated with a different one of a pair of wheels of a single axle of a motor vehicle;

a master cylinder;

a reservoir;

a pair of first arrangments, each of said first arrangements being connected to said reservoir and between a different one of said brake cylinders and said master cylinder to control brake pressure in an associated one of said brake cylinders in response to a control signal indicating the state of motion of an associated one of said pair of wheels; and

a second arrangement including a plurality of throttles and an emergency throttle, said plurality of throttles and said emergency throttle being connected to each of said pair of first arrangements to smooth build up and decrease of brake pressure in said pair of brake cylinders during asynchronous and synchronous control of said brake pressure in said pair of brake cylinders by each of said pair of first arrangements;

one of said pair of first arrangements including a first controllable normally open input valve connected between said master cylinder and one of said brake cylinders, and a first controllable normally closed output valve connected between the junction of said first input valve and said one of said brake cylinders and said reservoir; the other of said pair of first arrangements including a second controllable normally open input valve connected between said master cylinder and the other of said brake cylinders, and

a second controllable normally closed output valve connected between the junction of said second input valve and said other of said brake cylinders and said reservoir;

said plurality of throttles including a first throttle connected in series with said first input valve, and

a second throttle connected in series with said second input valve; and

' 8 said emergency throttle is connected between said master cylinder and each of said first and second input valves. 2. A hydraulic control arrangement according to claim 1, wherein each of said first and second throttles include a passage having a first given diameter; and said emergency throttle includes a passage having a second given diameter greater than said first given diameter. 3. A hydraulic control arrangement according to claim 2, wherein said first given diameter is equal to 0.2 millimeters,

and said second given diameter is equal to 0.28 millimeters. 4. A hydraulic control arrangement according to claim 1, wherein said plurality of throttles further includes a third throttle connected in series with said first output valve, and a fourth throttle connected in series with said second output valve. 5. A hydraulic control arrangement for an antiskid control system comprising:

a pair of wheel brake cylinders, each of said brake cylinders being associated with a different one of a pair of wheels of a single axle of a motor vehicle;

a master cylinder; a reservoir; a pair of first arrangements, each of said first arrangements being connected to said reservoir and between a different one of said brake cylinders and said master cylinder to control brake pressure in an associated one of said brake cylinders in response to a control signal indicating the state of motion of an associated one of said pair of wheels; and second arrangement including a plurality of throttles and an emergency throttle, said plurality of throttles and said emergency throttle being connected to each of said pair of first arrangements to smooth build up and decrease of brake pressure in said pair of brake cylinders during asynchronous and synchronous control of said brake pressure in said pair of brake cylinders by each of said pair of first arrangements; one of said pair of first arrangements including a first controllable normally open input valve connected between said master cylinder and one of said brake cylinders, and a first controllable normally closed output valve connected between the junction of said first input valve and said one of said brake cylinders and said reservoir; the other of said pair of first arrangements including a second controllable normally open input valve connected between said master cylinder and the other of said brake cylinders, and

a second controllable normally closed output valve connected between the junction of said second input valve and said other of said brake cylinders and said reservoir;

said plurality of throttles being provided by each of said first and second input valves having a throttle passage in their open condition; and

said emergency throttle is connected between said master cylinder and each of said first and second input valves. 

1. A hydraulic control arrangement for an antiskid control system comprising: a pair of wheel brake cylinders, each of said brake cylinders being associated with a different one of a pair of wheels of a single axle of a motor vehicle; a master cylinder; a reservoir; a pair of first arrangments, each of said first arrangements being connected to said reservoir and between a different one of said brake cylinders and said master cylinder to control brake pressure in an associated one of said brake cylinders in response to a control signal indicating the state of motion of an associated one of said pair of wheels; and a second arrangement including a plurality of throttles and an emergency throttle, said plurality of throttles and said emergency throttle being connected to each of said pair of first arrangements to smooth build up and decrease of brake pressure in said pair of brake cylinders during asynchronous and synchronous control of said brake pressure in said pair of brake cylinders by each of said pair of first arrangements; one of said pair of First arrangements including a first controllable normally open input valve connected between said master cylinder and one of said brake cylinders, and a first controllable normally closed output valve connected between the junction of said first input valve and said one of said brake cylinders and said reservoir; the other of said pair of first arrangements including a second controllable normally open input valve connected between said master cylinder and the other of said brake cylinders, and a second controllable normally closed output valve connected between the junction of said second input valve and said other of said brake cylinders and said reservoir; said plurality of throttles including a first throttle connected in series with said first input valve, and a second throttle connected in series with said second input valve; and said emergency throttle is connected between said master cylinder and each of said first and second input valves.
 2. A hydraulic control arrangement according to claim 1, wherein each of said first and second throttles include a passage having a first given diameter; and said emergency throttle includes a passage having a second given diameter greater than said first given diameter.
 3. A hydraulic control arrangement according to claim 2, wherein said first given diameter is equal to 0.2 millimeters, and said second given diameter is equal to 0.28 millimeters.
 4. A hydraulic control arrangement according to claim 1, wherein said plurality of throttles further includes a third throttle connected in series with said first output valve, and a fourth throttle connected in series with said second output valve.
 5. A hydraulic control arrangement for an antiskid control system comprising: a pair of wheel brake cylinders, each of said brake cylinders being associated with a different one of a pair of wheels of a single axle of a motor vehicle; a master cylinder; a reservoir; a pair of first arrangements, each of said first arrangements being connected to said reservoir and between a different one of said brake cylinders and said master cylinder to control brake pressure in an associated one of said brake cylinders in response to a control signal indicating the state of motion of an associated one of said pair of wheels; and a second arrangement including a plurality of throttles and an emergency throttle, said plurality of throttles and said emergency throttle being connected to each of said pair of first arrangements to smooth build up and decrease of brake pressure in said pair of brake cylinders during asynchronous and synchronous control of said brake pressure in said pair of brake cylinders by each of said pair of first arrangements; one of said pair of first arrangements including a first controllable normally open input valve connected between said master cylinder and one of said brake cylinders, and a first controllable normally closed output valve connected between the junction of said first input valve and said one of said brake cylinders and said reservoir; the other of said pair of first arrangements including a second controllable normally open input valve connected between said master cylinder and the other of said brake cylinders, and a second controllable normally closed output valve connected between the junction of said second input valve and said other of said brake cylinders and said reservoir; said plurality of throttles being provided by each of said first and second input valves having a throttle passage in their open condition; and said emergency throttle is connected between said master cylinder and each of said first and second input valves. 